Assembly indicating a plastic molded part having a low load region and at least one spacer adapted to accommodate a high load for a motor vehicle

ABSTRACT

An assembly for a motor vehicle is provided. The assembly includes a plastic molded part having an exterior surface and a low load region adapted to accommodate a low load. The low load region is formed using thin wall injection molding (TWIM) technology. The assembly also includes at least one load bearing spacer adapted to accommodate a high load that is greater than the low load. The spacer is configured to extend along a load path to accommodate and forward a load on a top portion of the part to a bottom portion of the part.

TECHNICAL FIELD

At least one embodiment of the present invention generally relates toassemblies including plastic molded parts and spacers for motor vehiclesand, in particular, to such assemblies and parts and spacers wherein theparts have low load regions and the spacers are adapted to accommodatehigh loads.

OVERVIEW

Composite materials are typically made from two or more constituentmaterials with significantly different physical or chemical properties.Typically, the constituent materials include a matrix (or bond)material, such as resin (e.g., thermoset epoxy), and a reinforcementmaterial, such as a plurality of fibers (e.g., woven layer of carbonfibers). When combined, the constituent materials typically produce acomposite material with characteristics different from the individualconstituent materials even though the constituent materials generallyremain separate and distinct within the finished structure of thecomposite material. Carbon-fiber reinforced polymer (CFRP) is an exampleof such a composite material.

One method of producing CFRP parts or panels is by layering sheets ofcarbon fiber cloth or fabric into a mold in the shape of the finalproduct. The alignment and weave of the cloth fibers is chosen tooptimize the strength and stiffness properties of the resultingmaterial. The mold is then filled with epoxy and is heated or air-cured.The resulting part is very corrosion-resistant, stiff, and strong forits weight. Parts used in less critical areas are manufactured bydraping cloth over a mold, with epoxy either preimpregnated into thefibers (also known as pre-preg) or “painted” over it. High-performanceparts using single molds are often vacuum-bagged and/or autoclave-cured,because even small air bubbles in the material will reduce strength. Analternative to the autoclave method is to use internal pressure viainflatable air bladders or EPS foam inside the non-cured laid-up carbonfiber.

Composite materials may be preferred for many reasons. For example,composite materials may be stronger and/or lighter than traditionalmaterials. As a result, composite materials are generally used toconstruct various objects such as vehicles (e.g., airplanes,automobiles, boats, bicycles, and/or components thereof), andnon-vehicle structures (e.g., buildings, bridges, swimming pool panels,shower stalls, bathtubs, storage tanks, and/or components thereof).

U.S. Patent documents 2005/0255311 and 2018/0085991 disclose a widevariety of motor vehicle parts made of carbon fiber composites includingspoilers.

Air flow directors of various types are well-known for vehicles such asautomobiles and trucks. Such devices include front and rear body-mountedairfoils like inverted wings, rear and roof mounted spoilers or airdams, and bottom-mounted skirts. Such aerodynamics shapers and groundeffects equipment have become popular on racing vehicles for increasingroad contact at high speeds and for imparting greater stability. Theirappeal has spread to sports car enthusiasts in the general public, sothat airfoils, spoilers and skirts are now utilized for aesthetic andcosmetic purposes on many road vehicles, even in the absence of anyaerodynamic requirement.

The following U.S. patent documents show a wide variety of automotivespoilers: U.S. Pat. Nos. 5,106,147; 5,356,195; 6,007,143; 7,264,300;7,220,032; 8,113,571; 2009/0008961; 2016/0152287; 2016/0303954;2017/0073021; 2018/0099704; and 2018/0105100.

One problem associated with the prior art is that when compositematerials are to be bonded together to form an assembly of compositematerials a very tight molding tolerance is required and, consequently,more complex tooling and post-molding operations for surfacepreparations are needed.

For example, structural assemblies made of fiber-reinforced compositematerials and having complex geometries require additional processes forjoining such fiber-reinforced composite materials. For this purpose, itis customary to bond cured structural parts to one another by joiningusing a bonding agent. For this purpose, the surfaces of curedstructural parts are treated, if appropriate, for example ground and/orcleaned. Then, an adhesion promoter is applied under certaincircumstances, to the treated surfaces. This was followed by theapplication of an adhesive, with which the structural parts to be bondedto one another are then fixed. It is not just the case that this processnecessitates relatively laborious handling of the structural parts; inaddition, the pretreatment of the structural parts and also the joiningprocess itself have to be carried out very precisely because here faultsrepeatedly lead to weakening of the structured parts.

As described in U.S. Pat. No. 7,686,386, automotive manufacturers strivefor assembly processes and computer designs that enable repeatable andreliable positioning of vehicle components. The ability to achievedesired assembly configurations enhances consumer perception of quality.Additionally, aesthetic qualities often require minimization ofpositioning error. For example, the final assembled position of a bodytrim member depends in part upon its positioning on the body componentto which it is to be attached. Even when locating features are providedon the body component to aid in proper positioning of the trim member,the final position may be impacted by variability in the body component.For example, when the body component itself is formed or assembled fromseveral components, such as multiple layers of sheet metal, thedimensional tolerance “stack-up” of these many components leads tovariability in the position of the locating features.

As referred to herein, a “fore-aft position” (ie. F/A) refers to theposition of a component along the length of a vehicle (i.e., between thefront bumper to the rear bumper). A “fore-aft-locating feature” is astructural feature of a first component that a second component islocated on to establish the fore-aft position of the second component.The second component may have a “fore-aft-positioning feature” which isa structural feature of the second component that may be positioned oni.e., put into contact with, the fore-aft-locating feature of the firstcomponent to establish the fore-aft position of the second component.

As referred to herein, a “cross-car position” (ie. C/C) refers to theposition of a vehicle component laterally, from the drive side to thepassenger side of a vehicle. Thus, a “cross-car-locating feature” is astructural feature of a first component that a second component islocated on to establish the cross-car position of the second component.The second component may have a “cross-car-positioning feature” which isa structural feature of the second component that may be positioned on,i.e., put into contact with, the cross-car-locating feature of the firstcomponent to establish the cross-car position of the second component.

Thin-wall injection molding (TWIM) is conventionally defined as moldingparts that have a nominal wall thickness of 1 mm or less and a surfacearea of at least 50 cm2. Thin wall is relative, however. It also can benamed “thin wall” as the flow length/thickness ratio is above 100 or150. TWIM has been paid more and more attention, due to economic andenvironmental concerns. The reason is that thin-wall molded parts couldbe made lighter, more compact, less expensive, and quicker because offast cooling. New environmental regulations require less plastic to beused at the source or in the initial stage of manufacturing. Thus, TWIMis a viable option for reducing the weight and size of plasticcomponents.

U.S. Pat. No. 8,652,611 discloses a carrier for a motor vehicle, with atleast one low-load region for accommodating relatively low loads, whichis formed using thin-wall technology, and at least one high-load regionfor accommodating relatively high loads, which is formed using plasticfoam technology and connected to at least one low-load region. The lowload region has relatively low strength due to the wall thickness.

As described in U.S. Pat. No. 9,180,631, inserts may be used in theassembly of composite and metal structures or parts for varioustransport vehicles, such as aircraft, spacecraft, rotorcraft,watercraft, automobiles, trucks, buses, or other transport vehicles.Such inserts may be used to receive mating fasteners, provide attachmentpoints for multi-part assemblies, and provide load transfer points.Examples of such inserts may include press-fit inserts, swaged inserts,molded-in inserts, threaded inserts, or other suitable inserts orfittings.

Methods for installing inserts into composite and metal structures orparts may include, for example, mold in place methods, such as wheremolded-in inserts are installed during molding, or for example, moreexpensive post-molding methods, such as where press-fit inserts orswaged inserts are installed after molding.

Known press-fit inserts and swaged inserts may be pressed into anopening in metal structures or parts after molding without the use ofspecial tools or fasteners. However, known press-fit inserts and swagedinserts designed for press-fit installation in metal structures or partsmay not work well with fiber reinforced thermoplastic compositestructures or parts due to the non-ductile nature of the fiberreinforced thermoplastic composite material. Such non-ductile fiberreinforced thermoplastic composite material may lead to over-stressingof the material around the insert if the fit is too tight or may lead topoor retention of the insert if the fit is too loose, thus resulting inan improper fit. Thus, a proper fit of such known press-fit and swagedinserts may be difficult to attain with non-ductile materials such asfiber reinforced thermoplastic composite material. Moreover,post-molding methods for installing known press-fit inserts or swagedinserts may incur increased labor and manufacturing costs, increasedset-up and operating time, and increased final part cost.

SUMMARY OF EXAMPLE EMBODIMENTS

An object of at least one embodiment of the present invention is toprovide an assembly for a motor vehicle which is lightweight but stillmeets structural and surface finish requirements.

In carrying out the above object and other objects of at least oneembodiment of the present invention, an assembly for a motor vehicle isprovided and includes a plastic molded part having an exterior surfaceand a low load region adapted to accommodate a low load. The low loadregion is formed using thin wall injection molding (TWIM) technology.The assembly also includes at least one load bearing spacer adapted toaccommodate a high load that is greater than the low load. The spacer isconfigured to extend along a load path to accommodate and forward a loadon a top portion of the part to a bottom portion of the part.

The exterior surface may have a class A surface finish.

The plastic may be a polycarbonate/acrylonitrile butadiene styrene alloy(PC/ABS).

The part may have a medium load region adapted to accommodate a mediumload that is greater than the low load and less than the high load.

The low load region may be manufactured integrally with the medium loadregion.

The low load region of the part may have a wall thickness of at mostapproximately 1.2 mm.

The bottom portion of the part may comprise an injection molded innermember.

The top portion of the part may comprise an injection molded stanchion.

The stanchion may be a center stanchion wherein the at least one loadbearing spacer may comprise a single spacer.

The stanchion may be an outer stanchion wherein the at least one loadbearing spacer may comprise a pair of spacers.

The at least one spacer may comprise a hollow cylindrical connectingtube.

The assembly may further comprise an elongated fastener for fasteningthe assembly to the load on the top portion of the part wherein theconnecting tube may comprise a sleeve fitting over or enclosing thefastener.

The assembly may be a stanchion assembly and the load may be a wingassembly load.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an environmental view of a spoiler assembly constructed inaccordance with at least one embodiment of the invention and which ismounted on the rear end of an automotive vehicle;

FIG. 2 is a view, partially broken away, of one end of the spoilerassembly of FIG. 1 shown mounted on the vehicle;

FIG. 3 is an exploded perspective view of the spoiler assembly of FIGS.1 and 2 including mounting hardware constructed in accordance with atleast one embodiment of the present invention;

FIG. 4A is an exploded perspective view of inner and outer molded,curved panels or components which are adhesively bonded together to forman end cap subassembly for assembly at one end of a wing subassembly;

FIG. 4B is a view similar to the view of FIG. 4A but illustrating an endcap subassembly for assembly at the opposite end of the wingsubassembly;

FIG. 5 is an exploded perspective view of upper and lower molded curvedpanels or components which are adhesively bonded together to form thewing subassembly for assembly with the right hand (RH) and left hand(LH) end cap subassemblies of FIGS. 4A and 4B;

FIG. 6 is an exploded perspective view, partially broken away, takenalong lines 6-6 of FIG. 5 of adhesive bond interfaces between the upperand lower wing components;

FIG. 7 is a perspective view, partially broken away, of one end of thespoiler assembly;

FIG. 8 is a view, partially broken away and in cross section, takenalong lines 8-8 of FIG. 7 and showing a nominal bond position of amating interface between the wing subassembly and the end capsubassembly;

FIG. 9 is a view similar to the view of FIG. 8 taken along lines 9-9 ofFIG. 7 but showing a bond position which is offset (i.e. about 5 mm)from the nominal bond position of FIG. 8;

FIG. 10 is a bottom perspective view of the spoiler assembly of FIG. 3after bonding and assembly and further illustrating center and LH/RHstanchion subassemblies and mounting hardware;

FIG. 11 is an enlarged bottom view, partially broken away, of an outermating surface of the lower wing half wherein dimensional controlfeatures which act as cross-car (c/c) and fore-aft (F/A) locatingfeatures are illustrated at arrows;

FIG. 12 is a top perspective view of a mating surface of the centerstanchion and illustrating locating features on the center stanchionwhich correspond to the locating features on the lower wing half;

FIG. 13 is a bottom perspective view, particularly broken away, of thespoiler assembly including the center stanchion mounted on the outersurface of the lower wing half or component and ready to be mounted onthe vehicle of FIG. 1;

FIG. 14 is an enlarged, bottom perspective view, partially broken away,of the center stanchion mounted to the lower wing half and with innerstructural features indicated by phantom lines;

FIG. 15 is a top perspective view, partially broken away, of the top ofthe center stanchion which interfaces with the lower surface of thelower wing half wherein arrows indicate locating features;

FIG. 16 is a view similar to the view of FIG. 12 but showing via arrowsthe locating features of one of the RH or LH stanchions and withoutmounting hardware;

FIG. 17 is a view similar to the view of FIG. 11 but showing via arrowsthe locating features on the outer surface of the lower wing half forone of the RH or LH stanchions;

FIG. 18 is a view similar to the view of FIG. 13 but for one of the RHor LH stanchions;

FIG. 19 is an enlarged view, partially broken away, which shows viaphantom lines how the stanchion of FIG. 18 is mounted to the lower winghalf;

FIG. 20 is a view similar to the view of FIG. 15 and illustrating viaarrows the dimensional control features formed at the top of one of theRH or LH stanchions;

FIG. 21 is a side view, partially broken away and in cross-section, ofthe center, hollow, injection molded stanchion including mountinghardware attached to the lower wing half and a back panel of thevehicle;

FIG. 22 is an enlarged view, partially broken away and in cross-section,showing in detail a bolt, a nut, a bolt sleeve or spacer and a washerfor securing the stanchion to the lower wing half including an optionalpost-molded support and pin to provide further support;

FIG. 23 is an enlarged view, taken within the phantom circle shown inFIG. 22, illustrating the various layers of fiber, pre-preg sheets whichare compression molded to form the lower wing half and its nut andwasher holder or cage and further illustrating the multiple veneer andstructural plies of fabric material;

FIG. 24 is an enlarged bottom perspective view, partially broken away,which shows various fastening features (including some via phantomlines) included in the molding and assembly processes to secure one ofthe RH or LH stanchions to the lower wing half;

FIG. 25 is a view similar to the view of FIG. 24 taken along lines 25-25in FIG. 24 but showing the wing subassembly and mounting hardware insection to show the insert molded nut and washer holders or cages inrelation to the mounting hardware;

FIG. 26 is a bottom perspective view of one of the RH or LH stanchionsand particularly showing the fasteners for fastening the stanchion tothe vehicle;

FIG. 27 is a view similar to the view of FIG. 26 but furtherillustrating the mounting fasteners;

FIG. 28 is a side, exploded perspective view of one of the LH or RHinjection molded stanchions together with its injection molded mountingbase and mounting hardware;

FIG. 29 is a top perspective view of the stanchion subassembly of FIG.28 but with the mounting base and hardware assembled in the stanchionouter member via phantom lines; and

FIG. 30 is another top perspective view of the stanchion subassembly ofFIGS. 28 and 29 assembled with its mounting hardware.

DETAILED DESCRIPTION

As required, detailed embodiments of the present invention are disclosedherein; however, it is to be understood that the disclosed embodimentsare merely exemplary of the invention that may be embodied in variousand alternative forms. The figures are not necessarily to scale; somefeatures may be exaggerated or minimized to show details of particularcomponents. Therefore, specific structural and functional detailsdisclosed herein are not to be interpreted as limiting, but merely as arepresentative basis for teaching one skilled in the art to variouslyemploy the present invention.

Referring now to FIGS. 1, 2 and 3, here is illustrated a spoilerassembly, generally indicated at 10, mounted on the rear portion orpanel 11 of an automotive vehicle 12. The spoiler assembly 10 includes ahollow wing subassembly, generally indicated at 14, and a pair of hollowend cap subassemblies, generally indicated at 16, which are adhesivelybonded at opposite ends 18 of the wing subassembly 14. The end capsubassemblies 16 includes right hand (RH) and left hand (LH)subassemblies which are symmetrically opposite to each other.

The wing subassembly 14 is supported above the upper surface of the rearportion of the vehicle 12 by left and right hand hollow stanchionsubassemblies or pedestals, generally indicated at 20, and a hollowcenter stanchion subassembly, generally indicated at 22. Each of thestanchion subassemblies 20 and 22 includes an injection molded outermember 21 and 23, respectively, for securing the assemblies 20 and 22 tothe wing subassembly 14, and an injection molded inner member 24 and 26,respectively, for securing the stanchion subassemblies 20 and 22,respectively, to the vehicle 12.

The stanchion subassemblies 20 include RH and LH stanchion subassemblieswhich are symmetrically opposite to each other. Hardware is the form ofnuts 13, elongated bolts 15, elongated bolt sleeves 17, and washers 19are used to secure the stanchion subassemblies 20 and 22 to the wingsubassembly 14 and the rear portion 11 of the vehicle 12. The sleevesfunction as load bearing spacers to allow load requirements for thestanchions to be met since the thin wall region(s) of the stanchions arenot able to do so since they are relatively thin (about 1 mm). Theinjection molding process allows for an acceptable class A surfacefinish of the exterior surfaces of the stanchion.

Previous stanchions typically were solid injection molded parts ormilled/cast steel/aluminum parts to meet loading requirements for thestanchions. A problem with solid injection molded parts is that suchparts do not yield an acceptable surface finish due to the relativelylarge cross-sections of such parts.

By making the stanchions subassemblies 20 and 22 hollow, the stanchionsubassemblies exhibit a class A surface finish, are light weight yetstructurally rigid to meet loading requirements. By using standard, thinwall injection molding techniques together with the sleeves (i.e. loadbearing spacers), the stanchion subassemblies 20 and 22 providesolutions to the problems with prior art stanchions.

The outer members 21 and 23 and the inner members 24 and 26 arepreferably formed from PC-ABS which enables the stanchion subassembliesto be thin-wall injection molded. PC/ABS (Polycarbonate/AcrylonitrileButadiene Styrene) is a blend of PC and ABS which provides a uniquecombination of the high processability of ABS with the excellentmechanical properties, impact and heat resistance of PC.

Referring now to FIGS. 4A and 4B, exploded views of the right hand andthe left hand end cap subassemblies 16 are shown. Each subassembly 16includes a composite molded outer component 30 and a mating compositemolded inner component 32, which are bonded together by an adhesive 34at their outer peripheries to form its respective subassembly 16. Theadhesive 34 is positioned at an outer peripheral mating interface 35between the components 30 and 32. Each of the inner components 32includes an opening 36 and an integrally formed locating flange 38 whichextends about the entire periphery of its respective opening 36. Anexterior surface 40 of each of the outer components 30 is a class A,automotive vehicle surface. An exterior surface 42 of each of the innercomponents 32 is also a class A, automotive vehicle surface.

Each of inner and outer components 30 and 32 is preferably compressionmolded and is preferably formed by three plies or layers offiber-reinforced composite material such as carbon-fiber reinforcedplastic (CFRP). Each of the plies is preferably a woven mat of carbonfibers in an epoxy resin matrix. The two outer plies are 3K “veneer”plies and the middle ply is a 12K “structural” plie. The fibers arecollected into thread-like bundles called “tows” which are wound ontolarge bobbins. Standard tow sizes are 1K, 3K, 6K, and 12K. The Kdesignation means “thousands of filaments per tow.” For example, a 3Kfabric has 3,000 carbon fiber filaments per tow and a 6K fabric has6,000 filaments per tow. The weaver loads the tows onto a loom wherethey are woven into a fabric. The most common forms of fabric are:

-   -   Woven (plain weave, twill, satin)    -   Unidirectional, Multidirectional (biaxial, triaxial,        quasi-isotropic)    -   Nonwoven (chopped or continuous strand mats)

Referring now to FIGS. 5 and 6, there is illustrated an exploded view ofmating upper and lower wing halves 44 and 46, respectively, of the wingsubassembly 14. The wing halves 44 and 46 are bonded together at theirouter perimeters (i.e. mating interface) by an adhesive 48. The innersurface of the upper wing half 44 includes a flange 50 which is receivedand retained within a trench or groove 51 formed in the inner surface 52of the lower wing half 46 and bonded thereto by an adhesive at themating surfaces of the wing halves 44 and 46. Exterior surfaces 45 and47 of the wing halves 44 and 46, respectively, are class A surfaces. Theexterior surface 47 of the lower wing half 46 has molded thereindimensional control features as described herein-below. The lower winghalf 46 is compression molded to form raised and lowered features 49 atits inner surface 52 which features are complementarily formed at itsouter surface 47 as described below.

As in the case of the end cap components 30 and 32, the wing halves 44and 46 are compression molded and are preferably formed by three pliesor layers of fiber-reinforced, composite material such as CFRP (i.e. 2outer veneer plies and a 12K inner structural ply).

Referring now to FIGS. 7-9, there is illustrated in FIG. 7 the wingsubassembly 14 and one of the end cap subassemblies 16 bonded at one end18 of the subassembly 14 and which is supported by one of the stanchionsubassemblies 20. FIG. 8 shows an adjustable bond or mating interfacebetween the composite materials which make up the one end 18 of the wingsubassembly 14 and the inner component 32 of the subassembly 16. Part ofthe interface includes a curved flange 58 disposed on and integrallyformed at the end 18 of the upper wing half 44 and also includes atrench or groove 60 integrally formed about the opening 36 of the innercomponent 32. The interface also includes the flange 38 which at leastpartially defines the groove 60 and which extends into an opening 62formed between and by the wing halves 44 and 46.

Still referring to FIG. 8, part of the adjustable bond or matinginterface includes a flange 64 disposed on and integrally formed at theend 18 of the lower wing half 46 and also includes the trench or groove60. The interface provides for a nominal bonding position between thesubassembly 14 and the subassembly 16 as shown in FIG. 8 and an offsetbonding position as shown in FIG. 9. The bonding position of FIG. 8 maybe offset by, for example, 5 mm in FIG. 9 from the nominal bondingposition shown in FIG. 8.

The adjustability of the mating interface allows one to adjust thebonding process during the assembly of the subassembly 14 to thesubassembly 16 via an adhesive (not shown) or other bonding mechanism.Previous bonding processes required a very tight molding tolerance andthus needed more complex tooling and post-molding operations for surfacepreparations for such composite materials. The adjustable matinginterface of at least one embodiment of the present invention allows abonding position of the flange 58 and the flange 64 within the groove 60to be adjusted during assembly of the subassembly 14 with thesubassembly 16. In this way, the mating interface is adjustable. Thisallows for a larger window for dimensional adjustability and the abilityto fine tune the appearance of the complete assembly 10. Also, themating interfaces of the prior art are visible bond interfaces that areaesthetically unappealing. Interfaces of at least one embodiment of theinvention save cost of tooling/labor and cost/timing to completedimensional validation processes which are often required. Theinterfaces of at least one embodiment of the invention also allows forreduction in fiber stress and better control of the fiber weave duringthe layup process hereby allowing for a better appearance for thecomplete assembly 10.

Referring now to FIG. 10, there is illustrated a bottom, schematic viewof the assembly 10 which is constructed and assembled in accordance withan embodiment of the invention. FIGS. 11-15 particularly illustratemolded-in, dimensional control features in the form of side notches 70and a top notch 72 compression molded in an inner peripheral rim 73 atthe outer surface 47 of the lower wing half 46. The side notches 70 arecross-car (C/C) locating features for the mating subassemblies of theassembly 10 and the top notch 72 acts as a fore-Aft (F/A) locatingfeature for the mating subassemblies. One of the mating subassemblies isthe wing subassembly 14 which includes at its lower wing half 46, theside notches 70 and the top notch 72 (and a bottom notch (not shown))and the other of the mating subassemblies is the stanchion subassembly22 which includes the outer member 23 of the center stanchionsubassembly 22. The outer member 23 includes molded-in side flanges 76or tabs which are fit within and contact the walls of the side notches70. The top and bottom flanges 74 are fit within and contact the wallsof the top and bottom notches 72. The notches 70 and 72 formed in therim 73 are incorporated in the composite molding process to increasedimensional consistency of the overall assembly 10. The notches 70 and72 act as part of a dimensional datum control plan.

Previously, dimensional features required post-molding operations whichincreased cost/labor/time. Molded-in notches 70 and 72 provide a morerobust dimensional stack-up due to the reduced molding and processingsteps thereby improving dimensional repeatability. Also, the molded-inlocating features minimize variability in the final assembled positionof the stanchion subassembly 22 relative to the wing subassembly 14. Thedimensional control features molded in the lower wing half 46 therebyassist dimensional consistency and repeatability during the assemblyprocess.

Referring now to FIGS. 10-15 and FIGS. 21-23, as previously mentioned,the stanchion subassembly 22 also includes hardware to attach or fastenthe subassembly 22 to the lower wing half 46 and the subassembly 22 tothe back portion or panel 11 of the vehicle 10. The hardware alsoprovides load bearing spacers. The hardware includes the nut 13, theelongated, threaded bolt 15, the elongated bolt sleeve 17 and the washer19. The washer 19 and the nut 13 are insert molded within the lower winghalf 46. The bolt 15 is received and retained within the bolt sleeve 17which, in turn, is mounted within an aperture 88 which is formed in theinner member 26. The bolt 15 extends from the aperture 88, through thewasher 19 and is threadedly received and retained within the internallythreaded nut 13 which is held within a hollow, apertured cage 90 whichis integrally molded at the lower surface 47 of the wing half 46. A bolt94 threadedly secures the outer member 23 to the lower wing half 46.

The outer walls which form the cage 90 has two structural plies 80 and82 (i.e. a “sandwich” layup (12K, 12K)) at the lower wing half 46.

Optionally, the hardware includes a post-molded support 92 and a rivet95 which extends from the outer member 23 into the lower wing half 46and helps holds the support 92 against the lower surface 47 of the lowerwing half 46 to help secure the stanchion subassembly 22 to the lowerwing half 46. The ability to insert mold the nut 13 and the washer 19into the lower wing half 46 without the need for post-mold operations(ie. post-mold bonding via adhesives or other means) allows extremelyaccurate and repeatable fastening of the stanchion subassembly 22 to thelower wing half 46. In this way, dimensional inconsistencies are reducedby the composite molding process. Furthermore, time/cost/labor isreduced and the possibility of damaging late in the process cycle isreduced.

Still referring to FIG. 13, there is illustrated a pair of fasteners 96which may be insert or otherwise molded with the inner member 26. Thefasteners 96 are typically used to fasten the inner member 26 and,consequently, the stanchion subassembly 22 to the vehicle 12 at the bodypanel 11.

Referring now to FIGS. 16-20 and 24-30, there is illustrated a pair ofleft and right hollow stanchion subassemblies 20 and theirmounting/fastening hardware. Parts/components of the stanchionsubassemblies 20 which are the same or similar in either structure orfunction to the center stanchion subassembly 22 have the same referencenumber.

While exemplary embodiments are described above, it is not intended thatthese embodiments describe all possible forms of the invention. Rather,the words used in the specification are words of description rather thanlimitation, and it is understood that various changes may be madewithout departing from the spirit and scope of the invention.Additionally, the features of various implementing embodiments may becombined to form further embodiments of the invention.

What is claimed is:
 1. A spoiler for a motor vehicle, the spoilercomprising: a wing; and at least one stanchion, each stanchion includinga plastic molded, hollow part having an outer portion supporting thewing thereon and an inner base portion for engaging the motor vehicle tosecure the stanchion to the motor vehicle, an exterior surface of theouter portion being an exterior surface of the stanchion, the outerportion being formed using thin-wall injection molding (TWIM) technologyand having a flow length/thickness ratio of at least 100 whereby theouter portion is a low load region adapted to accommodate a low load;and at least one load bearing spacer adapted to accommodate a high loadthat is greater than the low load, the at least one load bearing spacerincluding a sleeve having an elongated fastener received and retainedtherein, the sleeve being mounted to the inner base portion andextending therefrom within the hollow part along the outer portion intoengagement with the wing to accommodate and forward a load of the wingon the outer portion to the inner base portion and the elongatedfastener received and retained within the sleeve extending from theinner base portion to the wing and being fastened to the wing to fastenthe stanchion to the wing.
 2. The spoiler as claimed in claim 1 whereinthe exterior surface of the outer portion has a class A surface finish.3. The spoiler as claimed in claim 1 wherein the plastic is apolycarbonate/acrylonitrile butadiene styrene alloy (PC/ABS).
 4. Thespoiler as claimed in claim 1 wherein the outer portion has a wallthickness of at most approximately 1.2 mm.
 5. The spoiler as claimed inclaim 1 wherein the inner base portion is injection molded.
 6. Thespoiler as claimed in claim 1 wherein the outer portion is injectionmolded.
 7. The spoiler as claimed in claim 1 wherein the at least oneload bearing spacer comprises a single load bearing spacer.
 8. Thespoiler as claimed in claim 1 wherein the at least one load bearingspacer comprises a pair of load bearing spacers.
 9. A stanchion assemblyfor a motor vehicle, the stanchion assembly comprising: a plasticmolded, hollow part having an outer stanchion portion for supporting awing assembly of a spoiler thereon and an inner base portion forengaging the motor vehicle to secure the stanchion assembly to the motorvehicle, an exterior surface of the outer stanchion portion being anexterior surface of the stanchion assembly, the outer stanchion portionbeing formed using thin-wall injection molding (TWIM) technology andhaving a flow length/thickness ratio of at least 100 whereby the outerstanchion portion is a low load region adapted to accommodate a lowload; and at least one load bearing spacer adapted to accommodate a highload that is greater than the low load, the at least one load bearingspacer including a sleeve having an elongated fastener received andretained therein, the sleeve being mounted to the inner base portion andextending therefrom within the hollow part along the outer stanchionportion to be engageable with the wing assembly to accommodate andforward a load of the wing assembly on the outer stanchion portion tothe inner base portion and the elongated fastener received and retainedwithin the sleeve extending from the inner base portion to be fastenableto the wing assembly to fasten the stanchion assembly to the wingassembly.
 10. The assembly as claimed in claim 9 wherein the exteriorsurface of the outer stanchion portion has a class A surface finish. 11.The stanchion assembly as claimed in claim 9 wherein the plastic is apolycarbonate/acrylonitrile butadiene styrene alloy (PC/ABS).
 12. Thestanchion assembly as claimed in claim 9 wherein the outer stanchionportion has a wall thickness of at most approximately 1.2 mm.
 13. Thestanchion assembly as claimed in claim 9 wherein the inner base portionis injection molded.
 14. The stanchion assembly as claimed in claim 9wherein the at least one load bearing spacer comprises a single loadbearing spacer.
 15. The stanchion assembly as claimed in claim 9 whereinthe at least one load bearing spacer comprises a pair of load bearingspacers.
 16. The spoiler as claimed in claim 1 wherein each stanchionfurther includes a support and a rivet both within the hollow part, thesupport being positioned against an interior surface of the outerportion and against the wing, the rivet extending through the supportand through the wing to fasten the support to the wing to assist infastening the stanchion to the wing.
 17. The spoiler as claimed in claim1 wherein the at least one stanchion includes first and secondstanchions, wherein the at least one load bearing spacer of the firststanchion comprises a pair of load bearing spacers and the at least oneload bearing spacer of the second stanchion comprises a single loadbearing spacer.
 18. The spoiler as claimed in claim 1 wherein the atleast one stanchion includes a left-hand side stanchion, a centerstanchion, and a right-hand side stanchion, wherein the at least oneload bearing spacer of the left-hand side stanchion comprises a pair ofload bearing spacers, the at least one load bearing spacer of the centerstanchion comprises a single load bearing spacer, and the at least oneload bearing spacer of the right-hand side stanchion comprises a pair ofload bearing spacers.
 19. The spoiler as claimed in claim 1 wherein thebase portion includes a fastener for fastening the inner base portion tothe motor vehicle to secure the stanchion to the motor vehicle.
 20. Thestanchion assembly as claimed in claim 9 further comprising a supportand a rivet both within the hollow part, the support being positionedagainst an interior surface of the outer portion and is positionableagainst the wing assembly, the rivet extending through the support to befastenable to the wing assembly to fasten the support to the wingassembly to assist in fastening the stanchion assembly to the wingassembly.
 21. The stanchion assembly as claimed in claim 9 wherein theinner base portion includes a fastener for fastening the inner baseportion to the motor vehicle to secure the stanchion assembly to themotor vehicle.